Internal-combustion engine.



APPLIOATION FILED JUNE 30, 1909.

Patented Apr. 19,1910.

3 SHEETS-SHEET 1.

ATTORNEYS O. E. FRBAR.

INTERNAL COMBUSTION ENGINE.

nrmouzon nun JUNE 30, 1909.

' 955,786 I Patented Apr. 19, 1910.

3 SHEETS-BEBE! 2.

ATTORNEYS 0. E. FREAR.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 30, 1909.

955,786. Patented Apr. 19, 1910. 4 a sums-sum s.

INVENTOR A. 25040! By ()[ZO 0m ATTORNEYS v UNITED STATES PATENT OFFICE.

arm n. rnEAn, o'rALnAn'Y, NEW YORK, ASSIGNOR or ONE-THIRD r PELA'IIAH J. MARSH, or TROY, NEW YORK, AND ONE-THIRD tro rnnnnnrcx c. raw, or ALBANY,

NEW YORK.

Specification of Letters Patent.

Application filed. June 30, 1909. Serial No. 505,199.

INTERNAL-COMBUSTION ENGINE.

Patented Apr. 19, 1910.

To all whom 'it may concern: Be it known that I, O'rro E. FREAR, a citizen of the United States, and a resident of .my invention, said section bein Albany, in the county of Albany and State of New York, have invented a new and Improved Internal-Combustion Engine, of which the following is a full, clear, and exact description.

This invention relates to certain improvements in internal combustion engines, and more particularly to automatic means for controlling the inlet and exhaust ports of four-cycle engines by fluid pressure. In my improved eng1ne,'I connect both the inlet and the exhaust valves with auxiliary pistons mounted in auxiliary cylinders. These cylinders are connected together and to the engine cylinder by passages and ports, so arranged that as the piston reaches approxi-* mately the end of its explosion stroke,- gas is admitted to one auxiliary cylinder to act on the istontherein and open the exhaust port, w ich port remains open until the piston reaches approximately the end of its exhaust stroke. The gas is now admitted to the other auxiliary cylinder to act on the piston therein and open the inlet valve, which valve remains open durin the suc- 'tion stroke.

or mechanism of any kind whatsoever nee No cams, rock sha leversi be employed for operating the valves from the crank shaft, or from any other moving part ofthe engine. In my improved engine,

utilize gas pressure as the sole means for operating all the valves.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the figures, and in wh1ch Figure 1 is a longitudinal section through an'engine constructedv in accordance with taken a proximately on the line *1--1 o Fig. 3, t 0 upper piston being at the begmmng of the com ression stroke; Fig. 2 is a view similar to t e upper portion of Fi 1, the iston being shown at the end 0 the exp osion stroke; Fig. 3 is a top planview ofthe engine; and Fig. 4 is a vertical section on the line 4-4 of Fig. 3.

In the specific form of engine illustrated in the accompanying drawings, I employ two cylinders 10, 10, arranged substantially parallel and each double acting. Within each inder, which .port is so positioned t port 41 being uncovered by the en at the end of the explosion stro e and the 110 cylinder is a piston 11 havin opposite working faces 12 and 12 mova le toward and from the o posite ends of the correspondin cylinder. 'lhe two cylinders are mounte upon a base 13, which latter has journaled therein a crank shaft 14. The crank shaft has a single crank 15 intermediate the two cylinders, and a connectingvrod 16 connects this crank with a piston pm 17 common to the two istons. The connecting rod 16 is disposed etween the two cylinders and the piston pin 17 extends through slots 18 in the sides of both cylinders and is connected to both pistons. The cylinders are both rigidly connected to the base 13, and preferably, each cylinder is formed of two piston sections 19 and 19 connected together and connected to the base by tie-rods 20. A suitable casing 21 is disposed between the two port, and this valve casing includes an auxiliary cylinder 25. The casing is connected to a supply pipe 26 and has a valve seat 27 controlled by a sprin -pressed valve 28.

Within the auxiliary cy 'nder 25 is a piston '29 connected b a rod,30 to the valve 28. A passage 31 lea s from the auxiliary cylinder 25 to a port 32 in the wall of the 811%1116 cylat it is near the face of the piston when the piston is at the end of its stroke, but said port is never uncovered to communicate with the working chamber of the engine cylinder. Connected to' the opposite side (if the cylinder and communicating with the exhaust port 23, is a valve casing 33, including an auxiliag cylinder 34. The casin connects to an e aust conduit 35, and a va ve seat 36 controlled by a spring pressed valve 37. Within the auxiliary cylinder is a piston 38 of larger size than the valve 37 and connected to the latter by a rod 39. A passage 40-leads from the auxiliary cylinder to two ports 41 and 42 1n the engine cylinder, the e p1ston port 42 being never in direct communication with the engine cylinder. "The piston at each-side of the piston pin, is provided with two passages 43 and 44, one of which is adapted to vconnect the port 32 with a port 45 in the side of the cylinder when the engine is at the end of its explosion stroke or intake stroke. The port 45 communicates with the outside atmosphere, so that at the end of the explosion stroke, the auxiliary c linder 45 may communicate with the outslde atmosphere through the passages 31 and 43 and the ports 32 and 45. The pas- "the lower end of the piston isat the beginning of the suction stroke. The auxiliary cylinder 25 of the upper end of the working c linder is in communication with the outs1de atmosphere, so that the upper valve 28 will remain closed under the action of the weight of the piston 29 and the spring. As there is nopressure in the engine cylinder, there will be no pressure beneath the auxiliary piston 38 and the exhaust valve 37 will remain closed. The two valves remain closed during the compression stroke and during the explosion or working stroke. As soon as the p ston uncovers the port 41, as

indicated in Fig. 2, the haust gas in the engine cyhnder will raise the piston 38, as indicated, and this will open the exhaust valve. The piston almost immediately closes the port 41 as it travels upwardly from the exhaust stroke, and a quantity of gas is confined in the auxiliary cylinder 34 to hold the exhaust valve open during the exhaust stroke. When the piston reaches the end of the exhaust stroke, the position indicated will come to the parts of Fig. 1. The passage in the lower portion 44 will establish communication "between thetwo auxiliary cylinders and the exhaust gas will flow from the auxiliary cylinder 34 to the auxiliary cylinder 25, to open the inlet valve 28. The auxiliary piston 38 is larger than the piston 29, and the springs and-weights are so proportioned that the escape of gas through the passage 34' from one auxiliary cylinder to theother, will permit the exhaust valve to close and theinlet valve to open.

The ports 32 and 42 are almost immediately closed and a quantity of gas is confined in the auxiliary cylinder 25 to hold the inlet valve open during the suction stroke. At

pressure of the ex-' ferringi the end oli the suction stroke, the passage 43 comes into operation, as indicated in the upper portion of Fig. 1, and the as in the auxiliary cylinder 25 is p'ermitte 'to escape and the inlet port to close. This completes the cycle of operations. Both valves are operated entirely by gas pressure and the ports through which the gas passes to the auxiliary cylinders are controlled solely bythe working piston, so that no mechanical connections need be employed. It is, of course, evident that the gas delivered to the auxiliary cylinders mi ht come from a storage chamber instead 0% being the exhaust gas of the working cylinder. The air or'gas might be compressed by any suitable means and its delivery to and escape from the, auxiliary cylinders be controlled bythe ports and passages in the piston.

Having thus described my invention, I

claim as new and desire to secure by Letters Patent:

1. An internal combustion engine, including a cylinder, a piston within said cylinder, an inlet valve for controlling the admission of gas to said cylinder, a chamber adapted to receive exhaust gas from said cylinder at the end of the working stroke, and means operated by said exhaust gas when the piston is at the end of the exhaust stroke for opening said inlet valve. 2. An internal combustion engine, includmg a cylinder, a piston therein, an inlet for controlling cylinder, an auxiliary piston therein and 0p eratively connected to said inlet valve, means for receivin exhaust gas when said firstmentioned piston is at the end of its power stroke, and means for transferringsaid as to said auxiliary cylinder to open the i et,

valve when said first-mentioned piston is at the end of'its exhaust stroke.

3. An internal combustion engine having a working cylinder, a working piston, an inlet valve, means for storing a portion of the gas escaping from the cylinder when the piston is at the end of its power stroke,

and means for opening said inlet valve by the pressure of said stored gas when the piston is adjacent the end of its exhaust stroke. I

4. An internal combustion engine, comprising a working cylinder, aworking piston, an inlet valve, a movable member operatively connected to said inlet valve, means for storing a ortion of the gas escaping from the working cylinder when the piston is at the end of its working or power stroke, and a passage through the piston for transa portion of said stored gas to said movab e member to operatethe latter and the inlet valve when the piston is adjacent the end of its exhaust stroke.

5. An internal combustion engine, includwit I valves, a working piston within said cylinder auxiliary cylinders, auxiliary pistons hin said cylinders and operating said valves, means for deliverin fluid under pressure to one of said auxi iary cylinders to open the exhaust valve, and means for transferring said fluid from said auxiliary cylinder to the other auxiliary'cylinder to open the inlet valve. I

6. An internal combustion engine, includin a cylinder having inlet and exhaust va ves, a working piston within said cylinder, auxiliary cylinders, auxiliary pistons within said cylinders and operating said valves, means for deliverin fluid under pressure to one of said auxi iary cylinders to open the exhaust valve, and means for transferring said fluid from said auxiliary cylinder to the other auxiliary cylinder to open the inlet valve, both of said means being controlled by the working piston.

7 An internal combustion engine, comprising a working cylinder having an inlet valve and an exhaust valve, a working piston, an auxiliary cylinder, an auxlllary piston within said auxiliary cylinder and operatively connected to said exhaust valve, a passage connecting saidworking cylinder and said auxiliary cylinder when said working piston is at the end of its explosion stroke, a second auxiliary cylinder, an auxiliary piston disposed therein and operatively connected to the inlet port, a passage through said workin piston connecting sald first-mentioned auxi lary cylinder with said second-mentioned auxiliary cylinder when said working piston is at the end of its exhaust stroke, and a passage throu h said piston and connecting sald secon -mentioned auxiliary cylinder with the outside atmosphere when said working piston is at the end of its suction stroke.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

OTTO E. FREAR.

Witnesses:

E. A. PAoKnR' FREDERICK C. iFnw. 

